Pcs?
I haven't heard back from anyone about using an Allison 1000. Frankly, the new GM 6L80 sounds like a much stronger transmission, & i believe it will be able to be run with a manual automatic valve body, possibly able to ditch the computer. But i don't know that for certain.
Do i really need 5 or 6 speeds? What i'm thinking is that BTS can build the 4R100 to stand up to incredible amounts of power & abuse. Probably stronger than any of my other options. As long as it is programmed to shift into & stay in overdrive early, that should be satisfactory.
The 12 valve Cummins is built for low end grunt work, not to wind high, right? So if i get my shifts out of the way early on, i should be able to take advantage of the best fuel economy for cruising at mid speeds of say 40 mph & up. 3. 73 gears & 35" tires. I'm not a lead footed driver, even as much as i love big power. These days, i'm after fuel economy & reliability.
Baumann has a less expensive kit, but i came across a company called Powertrain Control Solutions, or, PCS. They offer electronic controls for most transmissions & engines, even harnesses. Would even control an overdrive like Gear Vendors. They will have a kit to control an Allison shortly, far cheaper i suspect than purchasing from Allison. It seems to be the most powerful transmission controller out there, would give me complete control with a laptop.
The other option is to simply control the shifts with a computer chip in the Ford ECU. In theory this should work but i haven't heard of anyone actually doing this. Most folks i've asked have left the factory ECU in place. Does anyone know if it will still be needed for the PATS system on a 7. 3 Excursion going to a '94 12 valve? Hopefully the 7. 3 will sell quickly, but i imagine the buyer would want the ECU as well.
The PCS kit requires a TPS. I'm pretty sure i can use Cummins parts for an auto transmission TPS mounted to the engine where the fuel pedal linkage will connect. I've been told to use a Ford Excursion gas truck fuel pedal & linkage to run the transmission. Fordcummins told me to use a gas Ex cruise control servo as well to hook up the cruise.
It is comforting to know that everything is doable. If i can't get everything working, speedometer, tach, etc, at least i know i can always make my own dash with custom gauges.
My Dana 50 & Sterling 10. 25 are coming out soon. Gonna try a wild 2006 coil conversion. Front 60, rear posi 10. 5. Used a plasma to cut everything out yeterday. Just had a wheel bearing go out on my 50, hope to get it swapped soon. I think i already found a buyer for my tires & wheels, but i'll still have the axles to sell.
I'm liking the idea of keeping the Cummins clutch & fan. I like engines mounted further back just for better vehicle balance. Since it is all mechanical, i'll keep it as low as possible for a good center of gravity. That should be better for the rear driveshaft angle too. May have to change the front driveshaft to something longer & stronger. The new axles use flanges instead of yokes at the axles. Most likely i'll just have to slide my crossmembers back a few inches, maybe make some minor adjustments.
If anyone has any advice or experience with these transmission control options i'd appreciate the advice. I'm not really interested in a Dodge transmission. I figure it is not only easier to keep my 4R100/NV273, but inately stronger as well. If i really feel the need for more gear later on, i can save up for a Gear Vendors down the road. 30% overdrive is still ballpark of the new 6 speeds by about 10%.
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